Joseph c



2 Sheets-Sheet 1.

(No Model.)

J. 0. DANE. AUTOMATIC; OAR BRAKE.

Patented Jan. 29, 1884.

N. PETERS. Phumuum hu. Wmhinglon. D. C,

(No Model.) r w 2, Shets-Sheef; r

, J. GQDANE. 7 AUTOMATIC GAR BRAKE.

No. 292,736. Patente'd'JaJn. 29, 1884. E315! ID I N. PEYERS. PlwIwLillwgfi-whcr. Wnshingluxm 11C.

UNiTED STATES PATENT OFFICE.

JOSEPH O. DANE, OF LA OROSSE, NVlSOONSIN, ASSIGNOR OF TlVO-THIRDS TO LUCINDAS. CARD AND FORREST J. SMITH, BOTH OF SAME PLACE.

AUTOMAQTIC CAR-BRAKE.

SPECIFICATION forming part of Letters Patent No. 292,736, dated January 29, 1884.

Application filed April 13, 1883. (X0 model.) i

{[0 all whom it may concern: Be it known that" I, J osErH (3. DANE, of La Crosse, in the county of La Orosse and State of Wisconsin, have invented acertain new and useful Improvement in Automatic Gar-Brakes, of which the following is a full, clear, and ex-- act description, reference being had to' the ac companying drawings, forming part of this specification.

This invention applies to the class of carbrakes in which the brakes are forced upon the wheels bythe pressure of one draw-head against another; and my improvement relates to peculiar construction of parts of the mechanism, by which looking or braking is avoided when backing the cars from astate of rest and applied when required.

The scope of my improvement is indicated by the claims.

Figure 1 is a top view of part of a car,with floor removed, showing the trucks beneath. Fig. 2 is a vertical transverse section at 2 2, Fig. 1. 3 is a vertical longitudinal section at 3 3,'Fig. 1. Fig. 4. is a side view of the governor with the weights in the inner position, and Fig. 5 is a section at 5 5, Fig. 4. Fig. 6 is a perspective View of the oscillating frame. Fig. 7 is a detail bottom view, showing the rear end of the draw-head. Fig. 8 is an enlarged bottom view of crank. Fig. 9 is a side elevation of crank and clutch engaged and brakes applied. Fig. 10 is a side elevation of crank and clutch disengaged. Fig. 11 is a side elevation of the crank and clutch when the cars are being pushed, and Fig. 13 is a top view of the crank in this position. Fig. 12 is a similar view to Fig. 11, except that the crank is in pulling position;and Fig. 14 is a top view of the crank in this position.

The car-wheels are shown at A, the axle at B, the truck at O, and the car-body at D.

E- is the draw-head, connected to the carbody in the usual or any suitable manner that will allow it the usual longitudinal movement. The inner end of the draw-head bears against the convex end of the push-bar F,whose other end is connected by a pin, G, to the free end of a crank, G.

His a spring-lever fulcrumed at one end, H, and connected to the push-bar byapivotpin, H The free end of the lever is drawn outward by a spring, I, so as to hold the front end of the' push-bar against the rear end-of the draw-head. The crank G turns free upon the vertical shaft J, that has bearings in abracket, K, attached to the cross-timber of the truck. The under side of the crank has a number (four) of clutch-teeth, g g g for the engagement of similar teeth, ZZZZ, upon the upper side of the clutch-collar L. The clutch-collar has free vertical movement-on the shaft-J. They are connected by a feather, J, so as to oblige them to turn together. The clutchcollar has a circumferential groove, L, that receivesa pin, M, upon an angle-lever, M, so that by the movement of the lever the clutchcollar is. raised on shaft J, to putthe teeth Z into position for engagement with the teeth of the crank, or on the descent of the lever M,

the teeth I are carried down too low for the;

engagement of the crank-teeth. As the lever M rises and falls, its end comes in contact with an inclined tooth, N, of a spring-finger, N, pressed toward the lever by a spring, 0. The tendency of the fingerN is to hold the lever M in either of its extreme positions, either up or dowfi, afterrapidly impelling to such position. The governor consists of two similar parts, P, clamped to the axle B by bolts Q. The governor has radial wings P, that are slotted at l? for the passage of pins R, extending from the weightsR. Thus the weights have free radial movement to and'from the axle, and are guided by the pins R, working in the slots P The pins extend beyond the wings and form the pintles of one end of the links S, of which there are four having their other ends pivoted to lugs T upon the'back of shield T.

1 It will be .observed that the rotation of the axle will throw out the weights by centrifugal force, (until the pins R reach the ends of the slots,) and that this will draw back the shield, as seen in Fig. 1. On the other hand, when the axle comes to rest, the springs U, extending from the pins R to the sleeve, will draw the weights to'the axle or near thereto, as seen in Figs. 4 and 5. Y T are guide-bars of the shield, working in the sleeve.

V is a swinging frame hinged to lugs upon the bracket K by means of the cranes V.

The ends of the crane are hinged to a bar, which will thus be kept parallel with the face of the bracket during the side movements of the frame.

V is an arm extending outwardly from the bar V at right angles to said bar. This arm is in the course of the shield as it moves outward from the sleeve along the axle. \Vhen the shield is in its outward position, it forces the frame V into the position shown in Fig. 6, the forked arm V holding the anglc-lever l\[ in its lower position and the clutch-collar L out of connection with the crank G.

W is a tension-spring connected to one crane near the point of support at the bracket K,

' and connected near the free end of the other crane, so as todraw the arm V" toward the shield, so that when the shield is drawn backward (to the sleeve) by the rotation of the axle the frame V shall be moved to the left, or toward the governor, and the horizontal arm of the angle-lever M is thrown upward and will lift the clutch-collar into the position shown in Figs. 2, 3, and 12, so that on the inward movement of the draw-head and consequent turning of the crank the shaft J shall be turned by means of the clutch L.

Xis a cross-bar at the lower end of the shaft J. Y are rods extending from the ends of the cross-bar to the brake-bars Z at both ends of the truck, the construction being such that when the crank is moved into the position shown in Figs. 9, 13 from the position shown in Fig. 14: the brakes shall be applied to the wheels.

The operation is briefly as follows: Vhen the cars are at rest, the governor and shield are as shown in Figs. i and 5, and the crank and clutch-collar as seen in Fig. 10, and the frame V as seen in Fig. (3. \Vhen the cars are pulled forward, the weights of the governor move outward and draw the shield T; then the spring \V moves the frame V toward the governor, and the arm V throws up the lever M and with it the clutch-collar, raising the clutch-teeth Z in line with the teeth 9 g g 17'. (Sec Figs. 12 and 14.) If, now, the speed of the engine is checked, the draw-heads are pushed in, and the crank G, being turned, turns, also, the clutch-collar and shaft J, 'and by means 'of the cross-bar X and rods Y the brakes are set to the wheels. The position of the crank in this case is shown in Figs. 9 and 13. If the cars are pushed forward instead of being pulled, the crank assumes the position shown in Figs. 11 and 13.

I claim- 1. The combination, with the draw-head of a car, of a push-bar held in contact with the rear end or an abutment of the draw-head by a spring, and connected to a crank upon a shaft carrying a cross-bar, whose ends are con nected by any suitable means to the brakebars at the opposite ends of the truck.

2. The combination of draw-head E, pushbar F, crank G, with clutch tooth or teeth thereon, clutch-collar L, feather-keyed to shaft J and sliding thereon, any suitable means for raising the clutch-collar, cross-bar X, rods or chains Y, and brake-bars Z, all constructed and connectedsubstantially as set forth. 3. The combination, with the clutch-collar L, of the lever M, having a pin, M, entering a groove, L, in the collar L, the swing-frame V, with arm V, actuating lever M, and itself actuated by a spring, XV, and by a governor and shield upon the axle, substantially as set forth.

4. The combination, with the governor upon the car-axle, swinging frame V, lever M, and clutch-collar,'of the spring-latch N, substantially as and for the purpose set forth.

5. The combination of a car-brake mechanism, a governor having slotted wings 1 constructed to form guides for the weights R, the links S, hinged to said weights and to the shield T, and the springs U, constructed to draw the weights toward the axle.

(i. The combination of draw-head E, pushbar F, spring-lever H, crank G, with clutchtooth thereon, elutchcollar L, with tooth thereon, shaft J, crossbar X upon shaft J, connected to the brake-bars, frame V, and a governor upon the axle actuating the frame, all constructed and operating substantially as set forth.

J OSEPII 0. DA NE.

Vitnesscs:

hcxnmcr O'r'r, W. W. 'Usrunc. 

